US2015716A

US2015716A - Construction for vehicle brakes

Info

Publication number: US2015716A
Application number: US397996A
Authority: US
Inventors: Edwin R Evans
Original assignee: Individual
Current assignee: Individual
Priority date: 1929-10-07
Filing date: 1929-10-07
Publication date: 1935-10-01
Anticipated expiration: 1952-10-01

Description

Oct. 1, 1935. R EVANS CONSTRUCTION FOR VEHICLE BRAKES 2 Sheets-Sheet 1 Original Filed Oct. 7, 1929 Oct. 1, 1935. I EVANS 2,015,716

CONSTRUCTION FOR VEHICLE BRAKES Original Filed Oct. '7, 1929 2 Sheets-Sheet 2 V mix "I"! 19/7 Patented Oct. 1, 1935 UNITED STATES PATENT OFFICE Application October '7, 1929, Serial No. 397,996

Renewed November 21, 1934 9 Claims.

This invention relates to a new and improved construction for vehicle brakes, and more particularly to the construction of the brake parts carried upon or adjacent the vehicle wheels.

My invention relates to brake constructions of the type comprising a brake drum with means pivoted within the drum and adapted to be expanded into engagement with the inner surface of the drum for braking purposes.

It is an object of the present invention to provide a new and improved brake for vehicles.

It is a further object to provide new and improved means for centralizing brake means within, a brake drum and indicating and maintaining a centralized adjustment.

It is also an object to provide an improved pivot construction including means whereby the brake means may be adjusted and may have a reduced contact with the pivot means.

It is an additional object to provide a construction whereby the brake shoes may have substantially a point contact with the pivot and whereby such contact may be located upon the center line of the shoes.

It is also an object to provide a brake operating means which may be lubricated to reduce friction and noise. It is also an object to provide simplified pivot and centralizer construction, and. constructions having a full movement and a measured withdrawal to effect adjustment.

Other and further objects will appear as the description proceeds.

I have shown certain preferred embodiments of my invention in the accompanying drawings, in which Figure 1 is aside elevation of one form of the construction showing it applied to a brake drum;

Figure 2 is a vertical section taken through the construction of Figure 1;

Figure 3 is a fragmentary section taken on line 3'-3 of Figure 1;

Figure 4 is a fragmentary section similar to Figure 3 but showing a modified form of construction;

. Figure 5 is a view similar to Figure 3 showing a further modified form of centralizer construction;

Figure 6 is a fragmentary plan view of a further modified form of support for a centralizer; Figure 7 is a section taken on line 11 of Figure 6;

Figure 8 is a. fragmentary section showing the Figure 9 pivot construction and associated brake shoes; and

Figures 10 and 11 are views similar to Figure 9 but showing modified forms of construction.

Referring first to Figures 1 and 2, the brake 5 drum 2| is provided with an inturned fiange 22 by which it may be suitably connected to the vehicle wheel. The back plate 23 is supported on a steering knuckle 24 and carries the brake mechanism. The bearing bracket 25 is secured 10 to the plate 23 by means of rivets 26 and is provided with an hexagonal opening through which passes the pivot member 21. This pivot member, as best shown in Figure 9, is provided with a reduced threaded portion 28 upon which is threaded 15 a nut 29 having a bearing in an opening in the back plate 23. The pivot member 21 is provided with a spring-pressed ball 30 carried in a bore drilled into the member, this ball being adapted to coact with grooves 3| broached or 20 otherwise formed in the inner face of the nut 29. This is for the purpose of determining the extent of adjusting movement after the shoes have been brought to bear against the brake drum by withdrawal of the member 21.

The

brake shoes

32 and 33 are provided with rounded ends 34 and 35 which fit into recesses machined in the sides of the pivot member 21. These ends of'the shoes pass through slots 36 formed in the side of the bracket extension 31. 30 The brake shoes are connected adjacent the pivot point by the cross spring 38, which retains the ends of the shoes in engagement with the pivot. .Anti-rattler springs 39 are provided, fitted aboutthe flanges of the brake shoes and 35 retained in place by cotter pins 49 passing through the supporting lugs 4| which are secured to the back plate 23. The lower ends of the

brake shoes

32 and 33 are provided with the bearing plates 42 and 43. These bearing plates are shown as bearing against the inner surfaces of the inwardly 50' with a wick, or other lubricant holding sub- 5 stance, such as felt or the like, and radial openings 59 are drilled through the barrel-shaped surfaces of the cam into the central bore 48. Additional wicks may be provided in the openings 39. the surfaces which are in contact with the rounded surfaces of the wear plates and thus serves to both minimize wear and to reduce squeaks or noises.

The

shoes

32 and 33 have the bearing plates 42 and 43 held against the cam 46 by means of the springs H and i2, which have their adjacent ends hooked into the back plate 23. In the form of construction shown, the spring- H .on the Wrapping or self-energizing shoe 32 is stronger than the spring 12 on the unwrapping shoe 33. By this means the braking effect of the two-shoes may be equalized to a desired extent and, also a rapid release of the wrapping shoe assured.

The centralizer construction of Figure 2 is shown in greater detail in Figure 3. Here the back plate 23 is provided with the recessed portionil; into which is welded the tubular member 59 having a threaded interior to receive the threaded centralizer member 52. This member 52 is shown as provided with the transverse slot 53 by means of which it may be rotated by the use of a screwdriver or the like. The threads of the member 5! are provided with longitudinal scorings or grooves to cooperate with the springpressed ball 54 for purposes of indicating the amount of adjustment. The conical end 55 of the centralizer 52 bears against the inner edge 56 of the flange of the brake shoe 32. The conical end 55 is threaded at a pitch similar to that of the threads of-the body portion of the centralizer so that there is no lateral thrust upon the edge of the flange of the brake shoe as the centralizer is threaded inwardly to force the brake shoe outwardly into engagement with the brake drum 2 l.

A modified form of construction is shown in Figure 4, where the centralizer 51 is provided with the smooth conical surface 58 which engages an upturnedlip 59 on the flange of the brake shoe 80. This smooth surface 58 and-the broad engagement on the lip 59 serve to reduce any tendency to thrustthe brake shoe laterally as the centralizer 51 is threaded inwardly. It will be noticed also that the angle of the conicalface 58 is such, and-the axis of the cone is so placed, that the surface engages the brake shoe in a plane normal to that, of the adjusting movement of the shoe. This serves to further reduce any lateral thrust during the adjustment. With the form of, construction of Figure 3 it is unnecessary to thus coordinate the angle at which the centralizer is, placedand the-angle of the conical end, since the threads on the conical end will prevent lateral thrust and the angles may vary from those shown.

The form of centralizer shown in Figure 5 consists of a hexagonal member 6| which is fitted through a hexagonal sleeve 62 carried by the back. member 23; This member 61. is adjusted into and out of the sleeve 62 by means of the nut 63. and the adjustment is indicated by the spring-pressed ball 64', as previously described in connection with the other forms. The hexagonal member BI is provided with the inwardly inclined surface 65 which engages the inner edge of the flange 66 of the brake shoe 61; It will be apparent that an outward movement of the member 6!. will serve to thrust the brake shoe outwardly into engagement with. the brake drum. Lateral movement of the brake shoe is limited by This arrangement serves to lubricate the sleeve 92 which would engage the flange 66 and stop movement in this direction.

The form of integral sleeve 68 pressed inwardly from a back plate 69, as shown in Figures 6 and 7, may be substituted for the sleeves of Figures 4, and 5 when it is desired to make a more simple and unitary structure. It will be noted from the plan view of Figure 6 and section of Figure 7, that the thread 79 on the interior of the sleeve 58 is interrupted to form longitudinally extending recesses which would coact with the spring-pressed ball contained in the centralizer to be threaded into the sleeve 68.

In Figure 9, the

brake shoes

32 and 33 are provided with the reduced rounded ends 13 and E 3. These ends are rounded on a circular arc struck from the points #5 and 16 as centers. These centers are located on the median line of the two brake shoes. It will be noted that the points of contact H and 78 with the bases of the slots?!) and Bllformed in the pivot member 27, are not located on the median line of the shoes due to the angularity of the base of the slot. It is desirable to have a point contact between the brake shoes and pivot to minimize wear and render the operation more easy and to allow selfalignment of the shoes.

It may be considered desirable also to have the point of contact located normally on the median line of the shoes, in which case the form of construction shown in Figure may be used, where the extensions 8| and 82 formed on the brake shoes are not located on exactly the median line of the shoes, but are so located that the points of

contact

83 and 84 between the rounded ends of the shoes and the bases of the grooves in the member 31 are located on the median line of the shoes. While this construction has the advan tage of so locating the contact point, it has the disadvantage that it will be necessary to provide right and left brake shoes, as one form. of shoe will not serve upon both sides of the pivot.

The form of construction shown in Figure 11 differs from that shown in Figure 9 in that the pivot member 85 is carried in an integral tubular extension fifi-formed on the back plate 8.7. The nut 88 threaded on the member 95 has a reduced portion 89 bearing against the shoulder forming the edge ofthe tubular portion 96. The member 85 may be circular in cross section since it will be prevented from rotating by the engagement of the end portions 90 and 9| of the brake shoes in the slots 92 and 93 formed in the member 85. These extended portions 99 and 9! pass through slots formed in the tubular extension 86 and are thus prevented from displacement radially of the wheel. The nut 88 is provided with the grooves 94 adapted to coact with the spring-pressed ball carried in the bore 95.

The form of construction of the pivot shown in Figure 8, diiTers somewhat from that shown in the figures just described, in that the back plate 95 has an inturned flange 97 formed therein into which is rigidly secured a tubular member 98 which is shown as circular in cross section, although it may be hexagonal in cross section or formed of a greater orless number of sides. The sleeve 98 is held against rotation by being secured to the inturned flange 91. The pivot member 99 fits into the sleeve 98 and is provided with the slots I90 which are adapted to be located inwardly of the lateral openings llll in the sleeve 93, whichserve to admit the ends of the brake shoes; The

nut M2 is threaded onto the reducedthreaded extension I03 of the pivot member 99 and serves to move that member inwardly or outwardly of the sleeve 98.

In the use of the centralizers shown in Figures 1 to 4, it will be understood that the adjustment is had by first threading the centralizer in until the shoe is forced into engagement with the drum. The centralizer is then backed out until the desired clearance is secured. With a known pitch of the thread and a known number of clicks of the spring-pressed ball for each revolution of the centralizer, any desired clearance may be had by counting the clicks. The spring-pressed balls also serve as detents to prevent loss of adjustment after it has been secured.

The pivot adjustment is made in the same manner. The pivot member is drawn out until the shoes are forced against the drum and the pivot is then moved in a number of clicks to give the desired clearance. The detents are preferably similarly spaced on the centralizer and the pivot adjustment and the threads are the same or else the spacing and threads are so related that the distances between detents on both centralizer and pivot represent the same amount of adjustment of the shoes.

While I have shown certain preferred embodiments of my invention by way of illustration, it is capable of further changes and modifications to meet varying conditions, and I contemplate such changes and modifications as come within the spirit and scope of the appended claims.

I claim:

1. In a brake construction, a brake drum, a back plate, brake shoes supported from the back plate in the drum, a centralizer having a threaded adjustment in the back plate, a conical portion on the centralizer engaging a brake shoe and adapted to force the shoe against the drum, the conical portion of the centralizer being provided witha thread at the point of engagement with the brake shoe.

2. In a brake construction, a brake drum, a back plate, brake shoes supported from the back plate in the drum, a centralizer having a threaded adjustment in the back plate, a conical portion on the centralizer engaging a brake shoe and adapted to force the shoe against the drum, the conical portion of the centralizer being provided with a thread at the point of engagement with the brake shoe, the pitch of the thread being the same as that of the threaded adjustment of the centralizer in the back plate.

3. In a brake construction, a brake drum, a back plate, brake shoes supported from the back plate in the drum, 3, centralizer having a threaded adjustment in the back plate, a conical portion on the centralizer engaging a brake shoe and adapted to force the shoe against the drum, and a springpressed ball carried by the centralizer engaging socket grooves carriedby the back plate to indicate a measured withdrawal of the centralizer.

4. In a brake mechanism, a brake drum, a backing plate, brake shoes supported from the backing plate in the drum, a centralizer having a threaded adjustment in the backing plate, a conical portion on the centralizer engaging the brake shoe and adapted to force the shoe towards the drum and means cooperating with the central- 5 radial flange of one of said shoes, the contact face extending in a plane substantially normal to the movement of the shoe.

6. In a brake mechanism, a brake drum, a backing plate, a pair of brake shoes supported by said backing plate, each of said shoes having radial flanges in the median plane of said shoes, a rotatable adjustable centralizer threadedly supported by said backing plate and having a conical face extending across and bearing against the inner edge of the radial flange of one of said shoes, the conical face having its line of contact with the flange edge extending in a plane substantially normal to the movement of the shoe.

'7. In a brake mechanism, a brake drum, a backing plate, a pair of brake shoes supported by said backing plate, each of said shoes having radial flanges in the median plane of said shoes, a centralizer threadedly supported by said backing plate on an axis angular to the plane of said shoes,

said centralizer having a conical face at its inner end bearing against the radial flange of one of said brake shoes in a plane substantially normal thereto, said conical face being materially greater in width than the edge of the radial flange and extending across said edge.

8. In a brake mechanism, a brake drum, a backing plate, a brake structure supported by said backing plate, said brake structure having a radial flange in a median plane thereof, a centralizer threadedly supported by said backing plate on an axis angular to the plane of said brake structure, said centralizer having a conical face at its inner end bearing against a radial flange of one element of said brake structure in a plane substantially normal thereto, and means for indicat- 5o ing and maintaining the adjustment of the centralizer.

9. In a brake mechanism, a brake drum, a backing plate, brake shoes supported from the backing plate in the drum, a centralizer having a threaded adjustment in the backing plate, a conical portion on the centralizer engaging the brake shoe and adapted to force the shoe towards the drum, means for indicating a measured withdrawal of the centralizer, and means cooperating with the centralizer tending to prevent lateral movement of the shoe during adjustment of the centralizer.

EDWIN R. EVANS.